Rail lubricator



RAIL LUBR I GATOR Filed July 2.0, 1933 ATTORNEYS 2 Sheets-Sheet l Nov.3, I1936. w. c.l HEIDI-:NTHAL RAIL LUBRICATOR 'Filed July 20, 1953 2Sheets-Sheet 2 INVENTOR 4Il. l o l l I l l i l l ATTORNEYS Y PatentedNov. 3, 1936 PATENT OFFICE RAIL LUBRICATOR Warren C. Heidenthal,

Middletown, N. Y., as-

signor to Ramapo Ajax Corporation, New York, N. Y., a corporation of NewYork vApplication July 20, 1933, Serial No. 681,242

13 Claims.

This invention relates to lubricating means for railway tracks, and moreparticularly lubricating means for curved railway tracks. The inventionis especially useful in connection with lubricating the inner face ofthe head of the outer rail in a curved section of track.

According to the invention, lubricant is carried to a slot in the gaugeside of the rail which is to be lubricated and is there picked up by theflanges of passing Wheels which become coated therewith, and which carrythe lubricant along the gauge side of the head.

The invention also consists in certain new and original features ofconstruction and combinations of parts hereinafter set forth andclaimed.

In accordance with the present invention, it has been found possibletoconstruct lubricating means for the purpose described, wherein nomoving parts need make contact with the wheel flanges or the inner railface, and wherein a simple construction will provide eifectivelubrication of these parts.

Although the novel features which are believed to be characteristic ofthis invention will be particularly pointed out in the claims appendedhereto, the invention itself, as to its objects and advantages, and themanner in which it may be carried out, may be better understood byreferring to the following description taken in connection with theaccompanying drawings forming a part thereof, in which Figure 1 is aplan view of a rail to which the invention is applied;

Fig. 2 is an elevation of the apparatus illustrated in Figure 1;

Fig. 3 is an elevation similar to Fig. 2, the parts being shown on anenlarged scale;

Fig. 4 is a section on the line IV-IV of Fig. 2 illustrating theoperation of the lubricating means;

Fig. 5 is a section on the line V-V of Fig. 2, certain parts beingomitted for simplicity;

Fig. 6 is a section on the line VI-VI of Fig. 2;

Fig. 'l is a section on the line VII- VII of Fig. 3;

Fig. 8 is a section on the line VIII-VIII of Fig. 3; and

Fig. 9 is a perspective View of a part of the lubricating apparatus, theelements therein having their ends shown in section.

In the following description and in the claims, various details will beidentified by specific names for convenience, but they are intended tobe as generic in their application as the art will permit.

Like reference characters denote like parts in the several gures of thedrawings.

In the drawings accompanying and forming part of this specification,certain specific disclosure of the invention is made for purposes ofexplanation, but it will be understood that the details may be modied invarious respects without departure from the broad aspect of theinvention.

Referring now more particularly to the drawings forming a part of thisspecication, it will be seen that they show an outer rail I5 and meansadjacent the rail forming a reservoir I6 between itself and the rail.The rail is here illustrated as being straight, but obviously it may becurved. As here shown, a plurality of reservoirs are formed by astationary delivery plate I1, which is constructed in the general formof the well known fish plate which is ordinarily employed to connectrail ends or to strengthen the web of a single rail. The rail I5 and thestationary plate Il are so related as to form a substantially continuousslot I8 between them at the inner face of the head I9 of the rail (seeFig. 9). The slot I8 extends over a number of reservoirs, eightreservoirs being shown in Fig. 1. The slot I8, obviously, is long enoughto apply a substantially continuous line of grease to a considerablelength of wheel ange.

The rail and the stationary plate are conveniently attached by means ofbolts 20 passing through the stationary plate and the web 2| of therail, nuts 22 serving to tighten the bolts 2D, and washers 23 beingapplied adjacent the nuts 22 in the usual way.

In order that the required space I8 may be maintained between thestationary plate Il and the rail I5, spacers are provided at intervalsbetween the rail and the stationary plate. As here shown, these spacerscomprise shims 24 adjacent the holes 25 in the rail ange 2l throughwhich the bolts 20 extend. Gaskets 26 between the rail and thestationary plate insure a tight reservoir from which the lubricant willnot leak. The spacers or shims 24 and the gaskets 26 preferablyterminate at their upper ends somewhat below the top of the stationaryplate Il, so that the slot I8 becomes a substantially continuous slot.Obviously these upper ends may be pointed in order to facilitate furtherthe action of the slot I8 as a continuous slot.

In order to increase the size of the reservoir and also to provide asteadier flow of lubricant through the slot I8, a groove 2l may beformed on the inner face of the stationary plate.

It is preferred to cut away the inner part of the head I 9, as shown at28, to give the stationary plate a conformation which will form thesubstantially continuous slot or crevice I8 at the inner face of therail (see Figs. 5, 6 and 7). It Will be noted that the inner cut-awaypart 28 of the head I9 and the reenforcing plate I'I is so shaped thatthe reservoirs I6 have a decided lateral bend at the top before openingout into slots I8 (Figs. 5, 6 and 7). This causes the lubricant forcedout through the slots I 8 to be directed laterally against the flangesof the wheels. Thus, the lubricant is not carried to the upper surfaceof the head upon which the wheel treads bear, but is applied to thosesurfaces with which the wheel flanges contact. In passing over thetrackl therefor, the flanges of the wheels of both the locomotive andthe rolling stock will pick up any lubricant which is at or adjacent thesubstantially continuous slot I8, and will carry this lubricant alongthe inner face of the adjacent rail head beyond the rail lubricator foran appreciable distancein a well known manner, thus interposing a filmof lubricant between the moving parts and reducing the friction ofcontact. At the same time, the top of the rail head will remainsubstantially clear of lubricant so that the necessary driving frictionwill not be affected.

Automatic means is provided for supplying lubricant, under pressure, tothe reservoir. If this were not done, the lubricant at the substantiallycontinuous slot I8 would soon be exhausted and the apparatus would ceaseto function.

As here shown, a ramp 29 is provided immediately adjacent the top of therail and normally extending a short distance above the rail top. Theramp 29 is cammed in two directions along the rail. The ramp is pivotedat 30, for instance, by means of a unitary collar 3I on the ramp end anda journal which may take the form of a bolt 32 attached by a nut 33 tothe web 2I of the rail I5. A helical spring 34 is held in place betweenthe ramp 29 and the flange 35 of the rail I5 by means of a lug 36 on thelower face of the ramp and a lug 3'I to the upper face of the railflange 35. Thus, pressure on top of the ramp 29 by the tread of a wheelpassing along the rail I5 will depress the ramp against the compressionof the spring 34; and as soon as the wheel has passed, the spring 34will cause the ramp to rise to its original position. The ramp 29 isthus oscillated about the pivot 39 as the succession of wheels in apassing train rolls over its upper surface.

At the end of the ramp, which is distant from the pivot 30, a drivingpawl 38 is pivoted, as at 39. As will be apparent, the driving pawl willbe lowered as eachwheel passes over the ramp 29. As each wheel leavesthe ramp it will be immediately raised by the action of the spring 34.Accordingly, the driving pawl 38 undergoes a vertical oscillation withthe passing of a train.

Attached to the web 2I of the rail I5, adjacent the driving pawl 38, isa spindle 40 upon which aratchet wheel 4I is journalled. The position ofthe ratchet wheel 4I is such that the driving pawl 38 will makeoperating contact therewith. A leaf spring |38 secured to the railserves to keep the pawl 38 always in Contact with the 'ratchet wheel.Also carried by the web 2| of the rail I5 is a second spindle 42 uponwhich a retaining pawl 43 is journalled. The position of the secondspindle 42 and the length of the retaining pawl 43 are such that contactmay be made between theretaining pawl and the ratchet wheel 4I. Aleaf-spring 44 serves to press the retaining pawl 43 constantly againstthe ratchet wheel 4 I.

From the above description, it will be obvious that oscillation of theramp 29 about the pivot 38 will cause the driving pawl 38 to turn theratchet wheel 4I in clockwise direction, as viewed in Fig. 3. It willalso be obvious that the retaining pawl 43 will prevent the ratchetwheel 4I from turning, except in a clockwise direction.

The ratchet wheel 4I has a hub 66 thereon which is keyed to a shaft 45concentric with the spindle 49. The shaft 45 is coupled to a connectingshaft 46 by means of a universal joint The connecting shaft 46 is inturn connected by means of a second universal joint 48 to a stub shaft49 which is journalled in a pump housing 50. A bevel gear 5I is xed tothe end of the stub shaft 49 within the pump housing 50 and meshes witha second bevel gear 52 which is also journalled in the pump housing. Ashaft 53 is fixed at one end of the second bevel gear 52 and carries atits other end a third bevel gear 54, all within the pump housing. Afourth bevel gear 55 meshes with the third bevel gear 54 and serves todrive a lubricating pump for supplying lubricant to the reservoir I6.The lubricating pump may be of any known or suitable construction, forinstance, a gear pump 56 or a series of gear pumps, all on a singleshaft 51.

One or more stationary pipes 58, including hose sections 59 and 69 andnipple connections 6I, 62, 63, serves to carry lubricant from the pumpor pumps to the reservoir I6. To this end the nal nipple 63 is threaded,as at 64, and extends through a threaded hole 65 in the web 2| of therail I5 (see Fig. 5).

The lubricating apparatus is preferably positioned in the tangent trackimmediately preceding the curve; since the wheel flanges will pick upthe lubricant and carry it to and along the curve. On long curves,however, lubricating apparatus may be positioned on the curve itself.

From the above description, the operation of the lubricating means Willbe obvious. AsV the outer wheels of the train pass over the outer railsin the curve or in the tangent track before reaching the curve, theysuccessively depress the ramp 29 while the latter returns to itselevated position between each pair of depressions because of the actionof the helical spring 34. The operating` pawl 38 at the end of the ramprotates the ratchet wheel 4I through a fraction of a revolutionfollowing each depression of the ramp 29; and the spur gear, through thetrain of shafts and connections which has been described, operates thepump or pumps, which forces the lubricant into the reservoir through thepipe connections. As a result the lubricant ows through thesubstantially continuous slot I8 to the inner face of the head of theouter rail and to the adjacent face of the stationary plate I'I. Thewheel flanges passing the slot I8 come into contact with the lubricantand become coated therewith, carrying the lubricant along the inner railface for a considerable distance.

From what has been said above, it will be seen that a simple andeffective means of lubricating railway curves has been described andthat this means requires a minimum of moving parts. No moving part isrequired for directly applying the lubricant either to the rail or tothe wheel flange and the danger of destruction of 4such moving parts andfailure of the apparatus in this respect is thus eliminated.

While certain novel features of the invention have been disclosed andare pointed out in the annexed claims, it will be understood thatvarious omissions, substitutions and changes may be made by thoseskilled in the art without departing from the spirit of the invention.

What is claimed is:

l. Apparatus for lubricating railway curves comprising an outer railhaving a portion of the inner face of its head cut away, and astationary plate spaced from the inner side of said rail to form areservoir between said stationary plate and said rail, said stationaryplate providing a substantially continuous slot between the top of saidstationary plate and the cut-away portion of the head of said rail.

2. Apparatus for lubricating railway curves comprising an outer railhaving a portion of the inner face of its head cut away, and astationary plate spaced from the inner side of said rail head to form areservoir between said stationary plate and said rail, said stationaryplate providing a substantially continuous slot between the top of saidstationary plate and the cut-away portion of the head of said rail, incombination with automatic apparatus for supplying a lubricant, underpressure, to the reservoir between said rail and said stationary plate.

3. Apparatus for lubricating railway curves comprising an outer railhaving a portion of the inner face of its head cut away, and astationary plate spaced from the inner side of said rail head to form areservoir between said stationary plate and said rail, said stationaryplate providing a substantially continuous slot between the top of saidstationary plate and the cut-away portion of the head of said rail, incombination with automatic apparatus operable by wheels passing over therail for supplying a lubricant, under pressure, to the reservoir betweensaid rail and said stationary plate.

4. Apparatus for lubricating railway rails cornprising a rail, astationary plate spaced from the inner side of said rail to form areservoir between said stationary plate and said rail, said stationaryplate providing a substantially continuous slot between the top of saidstationary plate and the head of said rail, a pump, a pivoted rampadjacent said rail, said ramp being moved by the tread of wheels passingover said rail, a driving pawl at the free end of said ramp, a gearoperably associated with said driving pawl, a train of elements fromsaid gear to said pump for operating the latter, and tubular connectionsfrom said pump to the reservoir for carrying the lubricant.

5. Apparatus for lubricating railway rails comprising a rail having aportion of the inner face of its head cut away, a stationary platespaced from the inner side of said rail to form a reservoir between saidstationary plate and said rail, said stationary plate providing asubstantially continuous slot between the top of said stationary plateand the cut-away portion of the head of said rail, a pump, a pivotedramp adjacent said rail, said ramp being moved by the tread of wheelspassing over said rail, a driving pawl at the free end of said ramp, agear operably associated with said driving pawl, a train of elementsfrom said gear to said pump for operating the latter, and tubularconnections from said pump to the reservoirs for carrying the lubricant.

6. In apparatus for lubricating railway rails, a rail having a part ofits side surface cut away, a stationary plate mounted adjacent said cutaway surface and forming with said rail a conduit for lubricating arailway wheel.

7. In apparatus for lubricating railway rails, a T-rail having the lowerpart of the inner surface of its head cut away, a stationary platemounted adjacent said cut away surface reenforcing the rail and formingwith said rail a conduit for lubricating a railway wheel.

8. In an apparatus for lubricating railway rails, a T-rail having thelower part of the side surface of its head cut away, a stationary platemounted adjacent said cut away surface reenforcing the rail and formingwith said rail a conduit for lubricating the flange of a railway wheel,said conduit intersecting said surfac'e of said head to form a slot at apoint below the top4 surface thereof, said conduit being directed atsaid slot at an angle well away from the vertical, said slot extendingsubstantially continuously for a considerable distance along the lengthof the rail.

9. In apparatusfor lubricating railway rails, a rail having a toptread-engaging surface and a side flange-lubricating surface, saidflange-lubricating surface having a crevice both sides of whichintersect said flange-lubricating surface at a point well below saidtread-engaging surface but above the point corresponding to the outerperiphery of normal wheel flanges, said crevice extending substantiallycontinuously for a considerable distance along the length of the rail,and means for supplying said crevice with lubricant.

l0. In apparatus for lubricating railway rails, a standard T-rail havingthe lower part of the side surface of its head cut away, a stationaryplate secured to said rail and mounted adjacent said cut-away surfaceand forming with said rail a flange-lubricating surface, said railhaving a crevice intersecting said ange-lubricating surface, saidcrevice being well below the top of said head but above a pointcorresponding to the bottom of said head, said crevice extendingsubstantially continuously for a considerable distance along the lengthof the rail, and means for supplying said crevice with lubricant.

ll. In apparatus for lubricating railway rails, a standard T-railcomprising a head, web, and flange, said head having the lower part ofits side surface cut away substantially continuously for a considerableportion of the length thereof, a stationary delivery plate, spacingmeans between said web and said delivery plate forming a reservoir spacetherebetween, fastening devices passing through said delivery plate andsaid web, said reservoir space having sealing means between saiddelivery plate and rail, said delivery plate supplementing the cut-awaypart of said head and forming with said head at the upper edge of thedelivery plate a substantially continuous crevice, and means forsupplying said reservoir space with lubricant for said crevice.

l2. In apparatus for lubricating railway rails, a standard T-rail havinga head, web, and flange, said head having the lower part of its sidesurface cut away substantially continuously for a considerable portionof the length of the rail, a stationary delivery plate between said headand flange, a plurality of spacing shims between said web and saiddelivery plate forming a series of spaced reservoirs, fastening devicespassing through said delivery plate, said web and said shims, saiddelivery plate supplementing the cut- 10 ply lubricant to said crevice.

13. In apparatus for lubricating rails, a track structure comprising aT-rail having the side surface of its head cut away for a substantialdistance longitudinally of the rail, a stationary plate provided with awheel ange lubricating surface mounted adjacent said cut-away surface ofthe rail and extending lengthwise thereof, and a conduit for supplyinglubricant to the wheel ange lubricating surface.

WARREN C. HEIDENTHAL.

